Lubricator



L. A. MERK LUBRICA'I'OR Aug. 22, 1933.

Fiied Dec. 29, 1928 5 Sheets-Sheet 1 INVENTOR m N QM FM 7 ilwlilillll lllwi Mimi,

L. A. MERK LUBRICAIOR Aug. 22, 1933.

Filed Dec. 29, 192 8 5 Sheets-Sheet 3 IINVENTOR Mum Aug. 22, 1933. L. A. MERK- 1,923,449

LUBRICATOR Filed Dec. 29, 1928 5Sheets-Sheet 4 "Pay TIL 1 %\\\\\\\\\\\\\\\\\\\\\\\\&KX

Au 22, 1933. L. A. MERK 1,923,449

LUBRICATOR Filed Dec. 29, 1928 5 Sheets-Sheet 5 1 9 1 iatented Aug. 22, 1933 STATES PAT LUBRICATOR Lawrence A. Merk, Pittsburgh, Pa., assignor to Railway Maintenance Corporation,

Aspinwall,

Pa., a Corporation of Pennsylvania Application December 29, 1928 Serial No. 329,098

5 Claims; (01. 1s4-3) This train wheels and track. It relates still more particularly to a device for wheels of a moving railroad train and the track upon vent rail and wheel in the track. I e

It is well known that the wheels of railroad trains running on a curved track have a tendency to ride up over the outer or high rail at the curves. There is also a tendency toward excessive wheel rail wear, at curves which unless preventative measures are taken results in rapid deterioration wear, particularly at curves both of the car wheels and the rail.

In order to prevent undue wheel and rail wear on curves, and also to reduce the probability of wheels riding over the outer rail, it has been customary to apply a lubricant to the outer rail at the curves. The lubricant has the effect of providing an anti-friction film between the rail and the wheel flanges whereby undue wear and danger of cars jumping the track are minimized.

Various devices have heretofore been provided for applying a lubricant to the track or to the wheels of a moving train for the purposes above mentioned. An object of this invention is to provide an improved means for so applying a lubricant.

I provide means for lubricating railroad train wheels and raii comprising lubricant applying means positioned to be engaged by wheels of a moving train, a lubricant conduit connected therewith, and operated by wheels of the train for forcinglubricant through the conduit to the applying means for application to the wheels engaging therewith. I further provide means for lubricating railroad train wheelsand rail comprising lubricant applying means positioned to deliver lubricant between the flanges of wheels of a moving train and the rail upon which such wheels travel, a lubricant conduit connected therewith, and means operatedby wheels of the train for forcing the duit to the applying means.

There has heretofore been some devices of the general character herein contemplated in obtaining uniformity of lubricant delivcry with wheels of different diameters, as occasioned by natural wear. In accordance with one form of my invention I provide a construction such as to insure uniform'lubricant delivery regardless of wear. i I

Still another object of the invention is to provide, in accordance with one embodiment, a conapplying lubricant to lubricantthrough the con- 7 invention relates to lubricators and more struction which permits a relatively slow delivery particularly to means for lubricating railroad stroke of the actuating mechanism, with a quick intake stroke. This is particularly desirable with a heavier lubricant, as it provides timefor a more uniform and eifective distribution thereof. which the train is traveling in order to pre- Other objects and advantagesof the invention and the more specific features thereof will be? come apparent as the following description-eta present preferred embodiment of the invention, proceeds.

In the accompanying drawings I have shown certain preferred embodiments of the invention.

In the drawings:- 1

Figure l is a plan view, partly broken away, of arailr'oad track having lubricant applying means thereon; 5" 1 Figure? is a detail elevational view, partly broken away, showing a portion of the lubricant applying mechanism;

Figure 3 is a top plan view of a portion of the mechanism shown in Figure 2; i I

Figure 4 is an elevational view, partly in cross section, of a portion of the lubricant applying mechanism;

Figure 5 is a detail cross-sectional view of a portion of the lubricant feeding mechanism;

Figure 6 is a View similar to Figure 1', illustrat ing another embodiment of the invention;

Figure 7 is a side elevational View of a portion v 85 of the structure shownin Figure '6;

Figure 8 is a transverse-sectional view on the line VIII-VIII ofFigure 6, looking in the direction of the arrows;

Figure 9 is a viewsimilar to'Figure'8, illustrating another embodiment of the invention; Figure 10 is a view similar to Figure ing the parts in a different position;

Figure 11 is a side elevational broken away, andpartly in section, ofanother form of the invention;

Figure 12 is a view similar to Figure the parts in a different operative position; and v Figure 13 is a view showing a lubricating struc ture of the character of Figures 11 and12 when v I engaged by a worn car wheel, Figures 1'1, and 12 difficulty with view{ partly g 90 9; illustrat i 9 11, showing indicating a car wheel of substantially normal slze. A

Referring more particularly to the drawings, reference numeral 2 designates cross ties of a railroad upon which rails 3 are laid andfspiked in the usual manner. In Figure 1 is shown'a length of tracking having a curve at the left hand extremity thereof. Lubricant applying means, designated generally by reference numeral 4, is provided for applying lubricant to the train next the outer rail, carry with them sufiicient lubricant to minimize wheel and rail wear and v the possibility of the outer-wheels jumping the rail. On a long curve it is often desirable to provide more than one lubricating mechanism, as lubricant applied to the wheels at the beginning of the curve may be substantially dissipated before the train has left the curve. .Thus in Figure 1, a second lubricating mechanism is shown in the curve itself. As many of such mechanisms may be provided as may be desirable or necessary;

Each lubricating mechanism comprisesa base 6 with integral upstanding journals or bearings 7 having journaled therein lubricant applying means designated generally by referencenumeral 8. :This lubricant applying means comprises trunnions 9 and 10, the latter of which is providedwith an axial hole 11, such trunnions being rotatably supported within the bearings 7. The lubricant applying means 8 is therefore free-to pivot about the axes of the trunnions 9 and 10 in the bearings 7. The axial hole 11 in the-trunnion 10 is continued within the body 12 of the lubricant applying means 8 as a conduit 13 having off-take branches 14. These branches to terminate in a lubricant reservoir 15 provided at its top with lubricant delivering openings 16. Lubricant supplied to the lubricant-applying means through the hole 11 in the trunnion 10 3 passes through the conduits 13 and branches 14, 35

into the lubricant reservoir 15, from which, when the reservoir is full, it overflows through the lubricant delivering openings. -A portion of the lubricant applying means is cutaway at 17 to reduce the weight thereof.

As will be seen from Figure 4, the shell 18:0f the lubricant reservoir 15 is disposed adjacent and generally parallel to the head 19 of a rail 3. It is so disposed with relation to the rail that when the trucks of cars passing thereover are suitably positioned-by guide or guard rails 20 (Figure l) the lubricant applying means will be engaged by the surfaces of the wheel flanges next the rail. The rails 20 draw the flanges of the outer or high wheels away fromthe outer rail to 50 permit of-the positioning of the lubric ant applying meansas shown inFigure 4 without the danger of such means being destroyedby presrail. l 7

place'ofguard rail 20, a small projection may be built up by welding on the side of the rail, just'ahead of the applying, means, which PIOJBCtiOIl will deflect the wheels slightly, prosure exerted between the wheel flanges and the tecting the applicator from excessive pressure by the wheel flanges. gaugeside of the rail, tect 7 switch purpose. v

The face ofthe lubricant applying means A device bolted to the such as isused topropoints, may also beused for this adapted to engage the wheel flanges is provided with depressions or grooves 21 for retaining lubricant delivered through openings 16. Such lubri- I cant will be taken up by the wheel flanges and a portion of it will also likely find its way to the head of the rail from the lubricant applying means 8. The lubricant reservoir 15 and the lubricantapplying surface of the member 8 are preferably of suflicient length that the entire periphery ofa wheel flangeduring one revolution of the wheel, or at least a very substantial in the opening 27 is a plunger 31 and 49.

those engaged by the 6 are spring seats 59, tially co-axial' with and facing the bosses 58 on portion thereof, -may have lubricant applied to it. Upon leaving the lubricant applying mecha- 24 and 25 extending substantially parallel one to the other, the lever 25, however, being of greater length; than the lever 24 and having its upper surface gradually curved as shown in Figure 2. The lever 25 is disposed adjacent the track in the paths of the'wheel flanges as the train wheels move thereover.

Supported upon the base is a casing 26 having a centrally disposed cylindrical opening 27 and having chambers 28, 29 and 30. Disposed withhaving a head 32 between which and the casing 26 is a compression spring 33, the plunger being adapted to move up and down within the opening 27.

Leading into the chamber is a lubricant supply conduit 34 and leading from the chamber 29 is a conduit 35 for transmitting the lubricant to the lubricant. applying means. I The chamber 30 is connected to the chamber 27 by a passage 36 and is also connected to the chamber 27 by a passage 38. The chamber 28 is connected to the chamber 27 by a passage 39.

Casing 26 has recesses 40 and 41, respectively, with openings 42 and 43 into respective legs 44 and 45 of the chambers 29 and 30. The openings 42 and 43 are substantially co-axial with the respective passages 38 and 37. Disposed within the respective openings 42 and 43 are valves 46 and 47 having coni'cally tapered extremities 48 These extremities are adapted to seat against the respective passages 38 and 37 to close the same. Disposed within each of the recesses 40 and 4-1 and abutting against the respective valves 46 and 47 are compression springs 50 and 51. Threaded within suitable collars 52 and 53 are adjusting screws 54 and 55, engaging the extremities of "thesprin'gs '50 and 51 opposite valves 46 and 4'7. The valves are thus resiliently urged toward the passages 38 and 37 to maintain such passages closed. The compression of the respective springs 50 and 51 may be altered as desired by means of the adjusting screws 54 and 55.

'The conduit 35 is connected through the opening 11 in the trunnion 10 to the conduit13. The outer extremity of the lever 24 bears upon the head 32 of the plunger 31. The lubricant applying member 8 is provided with downwardly projec'ting stops 56 (Figure 4) adapted to engage laterally extending pins 57 projecting from the lower portions of the bearings 7.

I The stops 56 are provided at their rear surfaces ,with bosses 58. Supported upon the base having bosses 60 substanthe lubricant applying memben. Disposed between 1the lubricant applying member and the respective spring seats and embracing the respective bosses 58 and 60 are compression springs 61.

The operation as follows:

'Lubricant is supplied through the conduit 34 from any suitable source such as a supply tank 62. Such lubricant fills the chamber 30 and a portion of it passes through the passage 36 into the lower part of the chamber 27. The plunger of the lubricating mechanism is 31 is normally held in the position shown in Figure 5 by means of the spring 33 so that passage 36 is uncovered, thus permitting flow of lubricant therethrough. When the device is in operation, chamber 29, conduit 35, conduit 13, branches 14 extending therefrom, and lubricant reservoir 15 are full of lubricant. When a train passes along the track the flanges of the wheels traveling upon the rail 3 (Figure 4) successively contact with and depress the lever 25. Inasmuch as the respective levers 25 and 24 are both rigidly connected to the shaft 23, depression of the lever 25 by the wheel flanges causes depression of the lever 24. Such depression moves plunger 31 downwardly, compressing spring 33, closing passage 36, and forcing lubricant from chamber 27 through passages 38 and 3'7 against the action of the spring pressed valves 46 and 47. Lubricant passing through passage 38 merely bypasses back into the chamber 30.

Valves 46 and 4''! can be so regulated that any desired proportion ofthe lubricant will pass through the passage 37 and the remainder through the passage 38. For instance, if screw 55 is so adjusted that spring 51 exerts a pressure against the valve 47 which is comparatively light with respect to that exerted by the spring 50 against the'valve 46, the greater portion of the lubricant will flow through by-pass 38 and back into reservoir 30. On the other hand, if spring 50 is under less compression than spring .51, the greater portion of the lubricant will flow through passage 37. A convenient means is thus provided for regulating the amount of lubricant entering the chamber 29 without in any way affecting the operation of the plunger 27. V

. The chamber 29, the conduits 35, 13 and 14; and the reservoir 15 being fulllof lubricant, the additional lubricant forced through the pas sage 37 by depression of the plunger 31 causes lubricant to flow through the lubricant deliver ing openings 16. A portion of such overflowing lubricant is taken-up directly by the wheel flanges and part of it gravitates into the depressions or grooves 21 from which it is taken up by wheel flanges subsequently coming in contact therewith.

After the lubricant has thus been forced through the lubricant applying .means, spring 33 raises the plunger to the, position shown in Figure 5, whereupon springs 50 and 51 close passages 38 and 37. Lubricant flows through passage 36 into the chamber 37 preparatory to the succeeding lubricating operation. Raising of plunger 31 causes the return of levers 24 and 25 to their normal positions. I

The spring 61 normally urges stop 56 against pin 57. When the parts are in that position the upper extremity of member 8 is in position to engage the surfaces 'of the wheel flanges next the rail. When the wheel flanges engage the lubri cant applying member it maybe pressed toward the rail somewhat against the action of the spring 61 but owing to the guard rails 20 the wheel flanges are prevented from crushing the lubricant applying member between them and the rail. As soon as the train passes the lubricator the guard rails 20 and the wheel flanges are permitted to come in contact with the rails, thereby assisting in applying the lubricant thereto.

When the track being lubricated is used' only for traffic traveling in one direction, lubricators need be positioned only at the approach to the curve in the direction from which the traflio comes. When, however, a track is used for twowheels in approaching the curve .will first pass.

over the lever 25 and then come in contact with the member 3 to have lubricant applied thereto. The lubricator will, however, operate with sub stantially' equal efliciency when the train approaches from the opposite direction, inasmuch as lubricant passing through the openings 16 through the action of a given wheel will be taken up by the next succeeding wheel. Alternatively, a lubricant supply may be positioned at each extremity of the member 8. In such event for any given setting of the valves 46 and 47 twice the normal lubricant delivery would be obtained. I I

The chamber 28 is in open communication with chamber 30, and by means of passage 39, serves to effectively lubricate plunger 31 and prevent any sticking thereof.

A'device of the character just described is of advantage in cases where the entire structure is to be applied to rails without making any change therein. In many cases, however, as when replacing a track, or laying new track, it may be desired to dispense entirely with theutilizing of guard rails or other deflecting means, and so construct the lubricators as to directly cooperate with the rails and wheels without any'danger oi crushing. In Figures 6 to 8 (both inclusive) I'have illustrated such an embodiment, the parts corresponding to the parts already described being designated by the same reference characters having a prime aflixed thereto. In this embodiment one of the rails 3' is cut away to provide a depression or recess 62' in one'side of the head thereof, adapted to cooperate with the lubricant applying memberB' and the recess or depression being of such depth as to prevent injury to the member 8' when engaged by a wheel,, this condition being illustrated in Figure 8 of the drawings. It will be apparent that such a construction obviates the necessity for employing any extra guard rail.

In Figures 9 and 10 there isillustrated a slightly modified embodiment of the invention in that the lubricant applying member 63, which is of a construction generally similar to that before described, is provided with an extension 64: serving the function of the levers 24 and 24 and directly cooperating with the head of the plunger 65.

With this construction, the relatively heavy spring or springs 64 normaily swing the parts into the position illustrated in Figure 10, whereby the plunger 65"is depressed to force the desired quantity of lubricant from the casing 65 in the conduit 66 and member 63 whereby the outer face of the member 63 normally has a supply of lubricant thereon, ready for wiping contact with the wheel flange. When it is engaged by such a wheel flange, asillustrated in Figure 9', the action of the spring or springs fiel 'is over-'- come, and the relatively lighter spring 6'! produces a suction or intake stroke of the plunger It will be apparent to those skilled in the art that this construction is of advantage in certain cases where relatively heavier lubricant is to be as to produce a relatively quick intake stroke of the plunger so as to insure a charge of lubricant within the casing fifi qpreparatory to" the next discharge movement of the parts.

While a. construction of the character illus trated in Figures 9 and 10 is effective for maintaining the necessary lubricant in position for application to the wheel flanges and to the head of the desired rail, it will be apparent that as the flanges and wheels become worn a different total movement may be imparted. to the parts in the direction opposite to that affected by the spring or springs 64?.

In that case the quantity of discharge will be varied, depending upon the actual amount of movement. In many cases it is desirable to insure absolute uniformity of delivery regardless of wear, and in the embodiment of the invention illustrated in Figures 11 to 13 (both inclusive) provision is made for such uniform discharge. In this form of the invention, the casing has an inlet connection 71, corresponding to the connection 34 previously described, and an outlet connection 72, corresponding to the outlet conduits 35 and 66. The plunger 73 cooperates on its up stroke with a stop 74 in the form of a cap carried by the casing 70, whereby a constant suca tion stroke of the plunger under the action'of spring 75 is insured.

For moving'plunger 73 in the opposite direction to effect a discharge of lubricant from casing 70, there is provided a lever76 on a pivotal mounting 77, the lever'having an extension 178" cooperating with the head of the plunger. The parts normally are held in the position illustrated in Figure 12 by means of spring '79, this position'being effective for discharging lubricant to the lubricant applying member. In this respect it will be apparent that. the spring 79 functions similarly to the springs 64* of Figures 9 and 10 for effecting a relatively slow discharge movement. When engaged by a wheel flangegasillustrated in Figure 11, the lever 76 is rocked downwardly against the action of the spring 79 in such manner that a suction stroke of plunger--73 is obtained under the influence of spring 7 5,.

In the case of awornwheehthe flange will obviously overlap the rail head a greater distance than will be the case with anew wheel, Such a condition is illustrated in Figure 13. It, however, does not vary the operation of the device inasmuch as the movement of. the lever 76 under the influence of the wheel does not control the extent of movement of the plunger 73 in either direction. Regardless of the extent to which lever 76 is rocked by the wheel, plunger. 73 has only a limited suction stroke. The discharge stroke in turn is a fixed one, being limited definitely by the contact between the head of the plunger and the casing as shown in Figure 12.

Among the advantages of the invention is the provision for delivering lubricant between the flanges of wheels of a moving train and the track upon which such wheels travel. -The lubricant is thus delivered at precisely the point where it is most effective and desirable. A further advantage is the provision of means for regulating the amount of lubricant supplied to the wheels and track without affecting the action of the plunger or lubricant supplying mechanism. Still other advantages reside in the provision'of a lubricating mechanism adapted for use either with new or old track systems, and of such construction that not only may the amount of lubricant be effectively controlled; but such that this control may be maintained even in case of extreme wearof the wheels passing thereover. 'The'device is .of ruggedand simple construction, and will withstand. long and hard usage.

While I have shown and described certain present preferred embodiments of the invention, I wish it distinctly understood that the same is not limited thereto, but may be otherwise embodied Within the scope of the following claims.

1. Means for lubricating car wheel flanges and rails, comprising lubricant applying means adjacent the rail mounted for pivotal movement in a plane extending transversely of the rail and adapted to yieldingly press against the flanges of wheels of a car passing over the rail, the lubricant applying means having an opening for delivering lubricant to lubricate the wheel flanges and gauge side of rail. a I 2. Means for lubricating car wheel flanges and rail, comprising lubricant applying means adjacent the rail, and. meanslfor supplying lubricant thereto, the lubricant applying means having depressions in itslubricant applying surface separate from the supplying means to retain excess lubricant and provide for. efficient application thereof. 1 1 v 1 3. Means'for lubricating car wheel'fianges and rail, comprising lubricant applying means adjacent therail, and means for supplying lubricant t -hereto, the lubricant applying means having a lubricant conduit therein terminating in an opening for delivering the lubricant and having below such opening adepression in itslubricant applying surface toretain excess lubricantand provide for efficient application thereof 4'. Means for'lubricating car wheel flanges and rail, comprising lubricant applying means, a lubricant supply conduit, a chamber normally in communication with the supply conduit and not in communication with the applying means, means for shutting off said communication between the supply conduit and chamber and effective for delivering lubricant from the chamber to the applymeans, and adjustable means leading from the chamber for receiving a portion of the lubricant,

whereby to regulate the amountpassing to the applying means. I 5. Means for lubricating car wheel flanges and rail, comprising lubricant applying means, a lubricant supply conduit, a chamber interposed be tween the supply conduit and applying means, an outlet from the chamber to the applying means, a secondary outlet from the chamber, and'means for delivering lubricant from the chamber through said outlets, each outlet having an ad- .justable resilient valve whereby'the proportionate amounts of lubricant passing therethrough may be controlled.

6. Means for lubricating car wheel flanges and w rail, gomprising movably mounted lubricant applying means adapted to extend into direct wiping engagement withwheels of a moving car, a lubricant supply conduit connected with the applying means, a plunger separate from the applying means for delivering lubricant from the supply conduit to theapplying means, and means operable by the moving car for depressing the plunger.

, LAWRENCE A. MERK; 

